X-Virus-Scanned: clean according to Sophos on Logan.com X-PolluStop: No license found, only first 5 messages were scanned Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 23 Jun 2006 00:45:10 -0400 Message-ID: X-Original-Return-Path: Received: from [64.12.137.3] (HELO imo-m22.mail.aol.com) by logan.com (CommuniGate Pro SMTP 5.1c.1) with ESMTP id 1201368 for lml@lancaironline.net; Wed, 21 Jun 2006 22:24:47 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.137.3; envelope-from=VTAILJEFF@aol.com Received: from VTAILJEFF@aol.com by imo-m22.mx.aol.com (mail_out_v38_r7.5.) id q.540.5b5a57 (48600); Wed, 21 Jun 2006 22:24:00 -0400 (EDT) From: VTAILJEFF@aol.com X-Original-Message-ID: <540.5b5a57.31cb593f@aol.com> X-Original-Date: Wed, 21 Jun 2006 22:23:59 EDT Subject: Re: [LML] Sterling Ainsworth accident X-Original-To: Sky2high@aol.com, lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1150943039" X-Mailer: 9.0 SE for Windows sub 5026 X-Spam-Flag: NO -------------------------------1150943039 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Thanks, but I was looking for the Transport Safety Board report. Interesting to note that with EFIS equipped aircraft more and more information is available to be examined by the accident investigation team. The recent IVP turbine accidnet at Provo, UT was equipped with Chelton screens. Data was downloaded and provided the following information, (mind you, this is on the preliminary report): "Following recovery of the wreckage, two Chelton Electronic Flight Instrument System (EFIS) displays were removed from the airplane's instrument panel and an attempt was made to recover the data recorded on the internal flash memory cards of each unit. Data from the accident flight was successfully recovered from one of the two cards. Preliminary review of the recorded data indicated the following: The data began at avionics power up on 6/8/2006, at 22:46:18, during engine start. Takeoff roll began at 22:53:25 and the flight proceeded nominally. Throughout the flight, fuel pressure, oil pressure and oil temperature remained within limits, and the engine and electrical systems showed no abnormal indications. At 23:40:07, the aircraft passed due south of the Fairfield VOR (FFU) with a heading of 027 in a right turn (58 degrees per minute), level at a pressure altitude of 14,107 feet, and an indicated airspeed of 214 knots. At 23:41:32, the aircraft increased the turn rate and performed a descending right 360-degree turn, beginning at 11,737 feet and ending at 23:43:14 at 7,007 feet. At 23:43:33, the N2 (propeller) speed increased from about 1,850 to about 2,030 RPM without a change in torque or fuel flow, indicating a change in the commanded propeller pitch to a flatter pitch/higher drag setting. At 23:43:54, the aircraft was aligned for landing on runway 13 and was approximately 1.5 miles from the threshold at a pressure altitude of 5,247 feet (about 750 feet above the threshold elevation of 4,497 feet) with an indicated airspeed of 210 knots and a descent rate of 1,900 foot per minute (fpm). At 23:44:06, the aircraft began a right turn. Altitude was 4,977 feet, airspeed 197 knots and descent rate 1,300 fpm. As the right turn continued, the airspeed decayed. The final data point was at 23:44:43, latitude 40:14.064 N, longitude 111:45.540 W. Heading was 332 degrees, altitude 4,567 feet, airspeed 123 knots and descent rate 1,300 fpm. {Jeff's note, the Provo field elevation is 4497' -- the last data point was at within 100' of splashdown.) HPAT recommends that the BE NO night or IMC flying in the first 100 hours. The new owner of this turbine reportedly ignored that advice. Jeff -------------------------------1150943039 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Thanks, but I was looking for the Transport Safety Board report.=20 Interesting to note that with EFIS equipped aircraft more and more informati= on=20 is available to be examined by the accident investigation team. The recent I= VP=20 turbine accidnet at Provo, UT was equipped with Chelton screens. Data was=20 downloaded and provided the following information, (mind you, this is on the= =20 preliminary report):
 
"Following recovery of the wreckage, two Chelton Electronic Flight=20 Instrument System (EFIS) displays were removed from the airplane's instrumen= t=20 panel and an attempt was made to recover the data recorded on the internal f= lash=20 memory cards of each unit. Data from the accident flight was successfully=20 recovered from one of the two cards. Preliminary review of the recorded data= =20 indicated the following:

The data began at avionics power up on 6/8/2= 006,=20 at 22:46:18, during engine start. Takeoff roll began at 22:53:25 and the fli= ght=20 proceeded nominally. Throughout the flight, fuel pressure, oil pressure and=20= oil=20 temperature remained within limits, and the engine and electrical systems sh= owed=20 no abnormal indications.

At 23:40:07, the aircraft passed due south o= f=20 the Fairfield VOR (FFU) with a heading of 027 in a right turn (58 degrees pe= r=20 minute), level at a pressure altitude of 14,107 feet, and an indicated airsp= eed=20 of 214 knots.

At 23:41:32, the aircraft increased the turn rate and=20 performed a descending right 360-degree turn, beginning at 11,737 feet and=20 ending at 23:43:14 at 7,007 feet.

At 23:43:33, the N2 (propeller) spe= ed=20 increased from about 1,850 to about 2,030 RPM without a change in torque or=20= fuel=20 flow, indicating a change in the commanded propeller pitch to a flatter=20 pitch/higher drag setting.

At 23:43:54, the aircraft was aligned for=20 landing on runway 13 and was approximately 1.5 miles from the threshold at a= =20 pressure altitude of 5,247 feet (about 750 feet above the threshold elevatio= n of=20 4,497 feet) with an indicated airspeed of 210 knots and a descent rate of 1,= 900=20 foot per minute (fpm).

At 23:44:06, the aircraft began a right turn.=20 Altitude was 4,977 feet, airspeed 197 knots and descent rate 1,300 fpm. As t= he=20 right turn continued, the airspeed decayed.

The final data point was=20= at=20 23:44:43, latitude 40:14.064 N, longitude 111:45.540 W. Heading was 332 degr= ees,=20 altitude 4,567 feet, airspeed 123 knots and descent rate 1,300 fpm. {Jeff's=20 note, the Provo field elevation is 4497' -- the last data point was at withi= n=20 100' of splashdown.)
 
HPAT recommends that the BE NO night or IMC flying in the first 100 hou= rs.=20 The new owner of this turbine reportedly ignored that advice.
 
Jeff
 
 
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